Automatic train-stop.



Patented May 4, 191;'.

4 SHEETS-SHEET l.

HL2/waff] ATTORNEY AUTMATIC YHMN STOPA WITNESSES ATTO RN EY mw, u;

4 SMEEl'S-SMEET 4.

ATTORNEY EZRA H. WULFF, OF TOLEDO, OHIO.

AUTOMATIC TRAII-LSTOP.

Application filed August 11, 1913.

To all whom t may concern.'

Be it known that I, Ezaa H. VVULrr, a

citizen of the United States, residing at Toledo, in the county of Lucas and State of Ohio, have invented a new and useful Automatic Train-Stop, of which the following is a specification.

The invention relates to improvements in automatic train stops.

The object of the present invention is to improve the construction of automatic train stops, and to provide a simple, practical and eiiicicnt automat-ic train stop of comparatively inexpensive construction designed for use on steam and various other railways, and adapted to coact with the independent brake valve and the automatic brake valve, and capable of successively operating the same to take up the slack through the action of the independent brake valvel prior to applying the automatic brake valve, whereby long trains of cars may be handled Without damage either to the railroad equipment or the passengers or contents of the cars.

A further object of the invention is to provide an automatic train stop of this character, equipped with a track device adapted to be connected with and operated by signal actuating mechanism, either mechanical or electro-mechanical, or any other suitable means, .whereby it may be operated in connection with block signals either automatic or otherwise to secure a positive compliance with such signals and prevent the wrecks and other damage resulting from a failure to observe or disobedience of such signals.

Another object of the invention is to pro- I vide an automatic brake stop provided with mechanism adapted to be actuated by a track device, and capable of producing a slow application of the brakes of the locomotive and tender through the operation of the independent brake valve no matter how high a speed may have been attained by a train or with what force the mechanism of the locomotive contacts with the track device, whereby the air will be handled as properly as when' thc brakes are operated by a careful engineman.

Furthermore, thc invention has for its object to provide a construction adapted when an engineman is attending properly to his engine and to the signals or other orders to permit him to operate the independent brake valve and the automatic brake valve Specification of Letters Patent.

Patented May' 4, 1915.

sei-iai No. 784,138.

without the same being affected by the automatic train stop.

lilith these and other objects in view, the invention consists in the construction and novel combination of parts hereinafter Yt'ully described, illustrated in the accompanying drawings, and pointed out in the claims hereto appended; it being understood that various changes in the form, proportion, size and minor details ot' construction, within the scope of the claims, may be resorted to without departing from the spirit or sacrificing any of the advantages of the invention.

In the drawings: Figure 1 is an elevation partly in section of an automatic train stop,

constructed, in accordance with this invention, portions of a locomotive being shown. Fig. 2 is a longitudinal sectional view, taken substantially on the line 2 2 of Fig. 1. Fig. 3 is a perspective view of the track de vice, shown applied to a portion of the track. Fig. 4 is an elevation of a portion of the locomotive mechanism, illustrating the arrangement of the piston actuating cross head with relation to the independent and automatic valves. is a plan view of the same. Fig. 6 is a detail sectional view ot' the independent brake valve attachment. Fig. 7 is a detail perspective view of a portion of the cross head. Fig. 8 is a vertical sectional view of the same. Fig. 9 is a detail elevation of a portion of the cross head, illustrating the construction of the gear to which the valve actuating arm is pivoted.

Fig. 10 is an elevation of the upper portion.

of the vertically movable plunger bar, the hinged upper section being swung downwardly from its operative position. Fig. 11 is a sectional view, illustrating the construction of the cylinder and the piston for actuating;- the cross head. Fig. 12 is a detail sectional view, illustrating the construction of the guide for the transverse lever of the track device. Fig. 13 is a detail sectional view, illustrating the construction of the connection between the transverse lever and the Contact bar of the track device. Fig. 14 .is a detail perspective view of one end of the Contact bar. Fig. 1.5 is a plan view of the flexible shoe.

Like numerals of reference designate corresponding parts in all the figures of the drawings.

In the accompanying drawings in which is illustrated the preferred embodiment of the invention, 1 'designates a Contact bar or member, designed t extend lon of a track between the rails tapered at an interinediate pi each end to provide an oppositely inclined upper contrct face adapted to aetuate vertically movable plunger bar of `valve actuating mechanism carried by a locomotive or the like. The contact bar r member. which may be made of any suitable material, ispreferably stamped or othe formed of malleable metal to provide a hollow bar or member, consisting oi? spaced sides and a connecting top portion, as clearly illustrated in Fig. 14 of the drawings. rThe lower edges of the sides of the Contact bar are straight and the said bari Xviieh is preferably aru ranged upon a base plate il., is pivot-ed at one end by a. transverse pin 5 device between a pair of ears (ff, proiectiug upwardly :troni the base plate, which is mounted upon the cross ties i of the trai-lz. The base plate, which is suitabl'l y the cross ties 7, provided `vfvith a. plui of upwardly projecting lugs 8 pri inner vertical faces to the sides ei tact bar and adapted to guide the .in the upward and downward movemc it there of. The lugs 8, which are preferably beveled, as shown, may be of any desired number, and the contact bar is provided at its other end with a. depending arm 9 having a'slot l() through which passes a relatively fixed fastening device 11, which limits vthe upward movement of the Contact bar. The depending arm 9 is arranged at the side face of one of the cross ties,l and the fastening device 11 is preferably embedded in such. cross tie, but any other suitable projecting means may be employed for operating in the slot oi' the arm to limit the. upward movement of the Contact bar 1.

The contact bar l is elevated to its engaging position by a substantially oblong block 12 having a rounded lower end 13 and pivoted thereat in a recess 14 of a supporting plate by a horizontal pin 15, or other suit able fastening device. The block 12, which is rounded at one of its upper edges at 16,.

is adapted to swingupvvardly to the position illustrated in ig. 13 of the drawings. This movement carries-the rounded portion 16 into Contact with a bottom plate 17 of the Contact bar, which when elevated rests upon the upper edge or face of the block 12. rflic plate 17 is suitably secured to. the sides of the hollow contact bar, and it presents a dat lower face to coact with the pivoted block 12. The pivotcd block 12 is connected with a transverse lever 1S by links 1S and 20. secured to the block 12 and the lever 1S in recesses 21 and 22 .there-of by pinsl23 and 2l or .other suitable fastening devices, which span the said recesses 21 and 22. This provides a loose connection between the transor other suitible .fictif-.ally rigid Contact member, which is lo pos'tlvcly actuate the how fast a train may supporting plate, which is .il or other suitable f and it has a tubular i pressed by the upward inorenient ol the block, whereby thelatter will be positively suui'ig downwardly u: the Contact bar when The block breien 12, extending "ilcd spring 26 lf' the same in nement of the tion insures a block and is adapted to pievrnt the spring from binding or cramping:r in le upward or inward Inoveinent olf the l; ,Clie transverse lever, which li er uortion arranged beneath the cents bar l. extends outwardly to a point beyond the adjacent railv 2.7, and it is fulcrun'ard at an interi'nediate point on a bolt 28 or other suitable fastening device. The inner end ot' the transverse lever operstes in a 'vertical guide 29, consisting preferably of an oblong: loop suitably mounted on the adacent cross tie. The outer end of the transverse lever is connected by a link 30 with the lower arm 231 of a signal and in the accompanying illustration is designed to be operated in conjunction with thesignal by any suitable means either automatic or manual from a, tower or other operating station.

the outward pivotcfl i l's l coiled spring 26,"

ln order tol enable the track device to be easily operated by comi'iaratively' little povver to elevate the Contact liar, the transverse lei'er is equipped with a Weight 32, ad justably mounted on the outer arm of the transverse lever and adapted to counterbalance or partially counter-balance the trackdevice. The link or bar 30 is pivoted at its lowgr end to the outer end of the transverse lever 1S, and at its upper end to the lower arm 31 of the signal, but any other suitable connecting. means may,` of course, be em'- ployed to adapt the track device to the particular operating mechanism with which it is to be used. The transverse lever preferably occupies an inclined position. as illustrated in dotted lines at the left hand side o Fig. 1 of the drawings when the contact bar is lowered or in an ,inoperative position, and the outer arm of the transverse lever is swung downwardly to raise the inner arm thereof and thereby elevate the contact bar to the position illustrated at the right hand side of Fig. 1 of the drawings.

llt

No claim is made in the present application to the particular construction of the track device.

The vertically movable plunger bar l, which has its upper end located beneath and adapted t actuate the handle 33 of a valve 34, extends through the deck 35 of a locomotive and into the cab thereof and is mounted in suitable. guides 35i and 3T, lo cated above and below the. deck -i, These guides` may be of any preferred construction., and the lower guide` which is open at the back', carries a pin or projection il which operates in a slot 39 of the plunger bar and Aor operative position.

limits the vertical movement thereof to prevent the said bar from being thrown too far through contact. with the track device. rllhe plunger bar, which isili-ged downwardly by a coiled spring 40, .is provided. with an adjustable upper ,section (ll, connected at its lower end by a suitable hinge 42 with the lower or body portion of the plunger bar. The lower body portion of the plunger bar is provided at the hinged end of the section 41 with a projectin portion 43, located :it the opposite side oliD the bar to that which the hinge l2 is arranged and adapted to form a stop for limiting the upward swing 0f the section 41 to assist in maintaining the same in a perpendicular position for operating the valve V3i. The lower or body por;n tion of thel plunger bar carries a relatively fiXed substantially quadrant-shaped plate 44, having upper and lower notches 475 and 4t; adapted to be engaged. by a spring actuated dog or detent 47, which is connected with .-a, latch lever 48. The latch lever 4S is mount` ed on a suitable support 49 consisting of au inclined rod or bar secured at its lower teu minal to the hinged section 4l and provided at its upper end with an arm or portion extending from the inclined rod or bar substantially at right anglesto the saine and secured 'to the said section 41 adjacent to the upper endthereof. The support 49 offsets the latch leven frbm the hinged section Lll and enables the said latch lever to be substantially grasped by the engineman when it is desired to disenguge the spring actuated dog or detent from the plate i2 to swing the hinged section 41 either upwardly or downwardly. The hinged section 41 is adapted to be swung downwardly to render the pluni ger bar inoperative when through proper requirements of the service it is necessary to render the automatic stop inoperative.

When the upper section 4l of the plunger bar is swung downwardly out of the path of the handle of the valve 34, the plunger bar is moved upwardly by a lever 30 to ele vate a roller or wheel 5l above the plane o'l. the contact bar when the latter is in its set The roller or wheel 51 is preferably mounted in a fork or bi furcation 52 of the lower end of the plunger bar, and in order to prevent injury to the plunger bar through contact with the bar or member 1 when a train is traveling at a high rate of speed, the automatic stop 1s equipped with a ieXible shoe 53, preferably consisting of a steel strap and extending longitudinally of a locomotive to a point in advance and in rear ot the plunger bar and secured at its front cud fil to a horizontal arm Zio of a reiatively fixed supporting bracket fill. The suppfnting bracket 56 is mounted on the locomotive at a sullicient elevation to prevent it from coming in contact with any portion of the track device. and the rear end of the tlexible shoe is provided with an opening 5T and is slidally connected with an adjustable supporting bracket 58 by a vertical rod or pin Si). The vertical rod or pin 59 is secured at itsI ends to spaced upper and lower arnis (if) and (S1, which project from the lower portion of the adjustable bracket 58. The rear end ol' the flexible shoe, which is carried by the adjustable bracliet,` is yieldalily held against the lower face of the lower arni Cil by a coiled spring 62, disposed on the rod or pin 59 and interposed between the upper arm 60 and the rear end of the flexible shoe. 'lhe fiexible shoe is adapted to soften the blows incident to the contact of the plunger bar with the contact arm, and it enables au easy operation of the valve actuating mechanism to be eiiected without injur` ing the lenne. 'The adjustable bracket 58 consists ol the said spaced arms and a vertical stein. slidably n'iounted in a suitable guide ($3 and extending through the deck 35 and connected by a short link 6ft with one arm ot' an operating lever G5. The operating lever GS, which is fulcrumcd at an intermediate point on a standard GG by a pin or bolt U7, is adapted to be oscillated to raise and lower the adjustable bracket 58, and it is Secured in its adjustment by a spring actuated dog or detent '8, controlled by a latch lever 6i) and arranged to engage a notched sognient 70, which is preferably formed integral with the standard 66. The bracket 58 is adapted to be raised to elevate the shoe above the plane of the track device when the plunger bar is elevated. The plunger bar is elevated by means of the lever 50 suitably fulcrunied at one end and extending beneath a pin or projection 'Tl of the plunger bar and arranged to engage the teeth of the ratchet bar 72.. The ratchet bar. which is arcuate.`is suitably mounted on the boiler T3 or other convenient portion of the locomotive. and it adapted to be swung upwardly Vl'roui the position shown in Fig. l to engage the pin Y1 and elevate the plunger bar.V `d'hcn the plunger bar is actuated through contact ith the bar or :number .l of the track device.y it moves upwardly independently ol the lever 50. and the spring l() draws the plunger bar downwardly after an operation thereof.

member SS is rigidly secured in projecting operative position by a spring catch 91, consisting of a piece of resilient n'iaterial lient to forni an approximately U-shaped loop or bend and an .inclined attaching; portion 02. The U-Jhaped loop or hend consists otl upper and lower horizontal sides and a connecting portion, the upper side extending;r through a perforation J3 ot' the arm or projection and aday'ited to engage either one of a pair oi' porfin-ations 9i and 9.3 to lock the projecting arm or member 8S in either its operative or inoperative position. The lower side of the U -shaped loop or heini extends through a perforation 0&5, and the attaching portion LiL/l is located at the opposite side ot' the arin liroui the connecting portion iii., which constitutes :e cmiveiiient handle `for enabling the watch to 'oe readily grasiiei'l to releaar the arm 63 to permit the .Gaine lo lie swung; upwardiy or dowunardly. Hihi; piotrd arm or meinlier 2+-, if, prmideil at the top o'ppiisite the pivot with a upwardly proiectiugiingijer U7. '-.vliirh extends licneath a horizontal iinggjcr 055 arranged in spared relation with the cross head and adapted to coaet with the finger 9i' to maintain the, projerting arm or member tiri: and steady in its operative poeition. The 4finger 0.., angularly lient at an interinmiiatc point to forni an attachiro' portion im. ii liiiii is serirrii-:i to the en l d.

i nlepeniient lira raii'e is epin with an .altavlnncnt Joran-'ting of an ripproxiinatelv' horizontal oiwrating' arm 100. arranged in the path oi one of' the projecting arms` or members of the cross head :anu yirldalily connected with the handle itil ot the independent lirakc rali'e h v an arcuate rod 10j and a coiled sprii'ig 10?. Yl`lie spring 103i is mounted in a housing; 10i oi" a piatc or support, 103. which is rigiifl with tl 3 eten: 101i nl the independent liralte Valve. "he plate or support 105 uni)Y he rigidlyd ruinierteii with the handle 101 in an):y other .-'uiiahle manine'. :ind the rod' '02, which extends through the hourdiig, piinted at iii-t inner or from enel llif.k to the arm 100, which -s pivotaliy mounted at. its inner end ou the stem 10G (see Fig. (i) and movable independenti)v ol the handle 101 oi. the independent lrralie valve. The curved rod 10:2, which is provided at its outer end with a stop nut 107. carries an adjustable nut 10S 0i' other suitable means for engaging the spring- 103` which is interposed between the nut 10S; and the roar end of the housingr 104. The spring ll 3 is oi considerably less strength than the spring (not shown) constituting a part nl' tin, indcl'iendent hrake Valve and adapted to yielilalil'v hold the handie in position for a slow application ot the brakes of the engine and tender, With the independent brake valve, the handle 101 maj,-

he readily moved by a slight pressure, say about one pound, vfrom the running position to the slow application position, and the independent valve, as constructed, requires a relatively heavy pull to more it from a slow application position to a quick application position. As the spring 103 is of considerably less strength than the spring, which holds the handle 101 in the slow application position oli the valve, a further movement of the cross head will operate to compress the spring .10% within the housing and pass the arm 1.00 without moving the handle 101 from the slow application position. ln practice when the plunger bar 3 is moved upwardlyv hy the track device and the. valve i-lopened lo permit air to pass into the cilinder Y?, a suicient pressure will he mlmitted to the said cylinder 77 to fonipresfa the spring S1 and effect a Inovenient of the cross head Si) sufficient to carry the handle Uil to the Iislo'w application position. This is done hy one of the projecting arms or member H8, which engages the arm 10o, the spring 103 lieing sufficiently stiii'l to arri`r the handle lOl to such position without material compression. lVhile the pres-- sure is accumulating within the cylinder T7 sul'icent to overcome the second spring 82 thereof` the limites of the engine and tender are applied'aiul the slack taken out ol' the trainA .is soon as the pressure Within the cilinder liecomef; ,suilieient to compress the springy S2, a l'uither movement is imparted tu the piston and the other projecting arm or portion of the cross head is carried into direct engagement with the handle 100 of the automath luake valve, which carried to a service. position.

The automatic stop may he duplicated on a loeianotire as well as the track device` as illustrated in Fin. l of the. drawings, the Yalre fit heilig connected, with thc pipe connectioiw` Tl and T6 and operating in a inanner similar to the Valve il heretofore dc- 1 iiied. 'llni duplication of the automatic stop will he found partieularljyY advantageous for adai'itingf the engine For running either liaclwY a rd or forward, and a greater range ot' .signaling will he possible by employing tno of the automatic train stop mechaniem. One .set may be utilized when the train is trarelingr in one direction and the other set while the train is; traveling in the opposite direction, and when the valve actuatingi mechanism at one side of a locomotive is in operation that at the other side will he arranged in an inoperative position.

track'.

When the automatic Stop is employed ou an electric Istreet ear or a similar conveyance lowing only :l lsingle motornians valve, the plunger bar may bo arranged either to This. will adapt the locranotive Vt'or use on a single to operate the independent and automatic brake valves.

12. The combination with a locomotive brake equipment having independent and automaticv brake valves, the independent brake valvebeing located in advance of the automatic brake valve, of an automatic train stop comprising a track device, and mecha nism carried by the locomotive and arranged to be operated by the track device, said mechanism including a cylinder having a piston, and a cross head provided with spaced projecting arms arranged to operate the independent and automatic brake valves, said arms being movably mounted and adapted to be arranged inq and out of operative position. l

13. The combination with a locomotive brake equipment having independent and automatic, brake valves, the independent brake valve being located in advance ot the automatic brake valve, of an automatic train stop comprising a track device, and meclm nism carried by the locon'iotivo and arranged to be operated by the track device, said mechanism including` a cylinder having a piston, a cross head provided with spaced projecting arms pivotally mounted and arranged to operate thc independent and automatic brake valves, said arms being adapted to be swung into and out of operative position, and catches, for locking' the armsin either position.

1l. The combination with a locomotive brake equipment having independent and automatic brake valves` the independent brake valve being located in advance oi the automatic brake valve, ol an automatic train stop comprising a. track device, and mecha nism carried by the locomotive and arranged to be operated by the track device, said mechanism including a cylinder having a piston, a cross head procida-.d with s zv .i proicctiog arms arranj .l to operate the in dependent and antonmtic brainA miieand movable nati. and ont ol' operative posititm, and resilient catches mounted on thi. arms and havingy projecting loops or handles and arranged to lock the arms in either position.

l5. The, combination with a locomotive brake equipment having independent and automatic brake valves. the. independent brake valve being located in advance ot the automatic brake valve` of an automatic train stop comprising a track device, and mechanisn'i carried by the locomotive and arranged to be operated b v the track dcvicc, said mechanism including a cylinder havingl a piston, a cross head provided with spaced projecting pivotally mounted arms ar ranged to operate the independent and automatic brake valves and adapted to swing into and out of operative position, means for locking the pivoted arms in either posi tion, and coacting fingers mounted on the cross head and on the arms for holding the latter firmly in operative position.

16. The combination With a locomotive brake equipment having independent andautomatic brake valves, the independent bra-ke valve being located in advance of the automatic brake valve, of an automatic train stop comprising a track device, and mechanism carried by the locomotive and arranged to be operated by the track device, said mechanism including a cylinder having a piston,y means yieldably connected .with the handle of the independent brake valve and adapted when actuated to move the said handle to a slow application, andx means carried by the said piston for actuating the yieldable means of the independent brake valve and f or operating the automatic brake valve.

l?. The combination with a locomotive brake equipment having independent andautomatic brake valves, the independent brake valve being located in advance ol the automatic brake valve, of an automatic train stop comprising a track device, and mechanism carried by the locomotive and arranged to be operated by the track device, saidmechanism including a cylinder having a pi'sipn. an arm vieldably connected vvith thc handle of' the independent brake valve and adapted when actuated to move the said handle to a slow application position, Said ,vieldable means permitting the armto move indepeiulently of the handle to prevent further application of the independent brake valve. and means carried by the piston vfor oscillating said arm and for operating the autinnatic brake valve.

13. The combination with a locomotive brake equipment having independent and automatic brake valves. the independentl brake vulve bring located in advance of the automatic brake valie, of an automatic tram, slop romprising a track device, and

mechanism carried bv the lmomotive and arranged to be opera l by the track device, said mec' na'nism including a cylinder having `a piston, an arm pivotally mounted on the independent brake valve,,fieldable means for connecting the arm `vwith the handle of the brake valve consisting of a spring; and a rod engaging the spring, said arm being adapted when actuated to move'the handle of the independent brake valve to a slow application position, and means carried by the piston for actuating the arm and for op- @ratingP the automatic brake valve.

19. The combination with a locomotive brake equipment having independent and automatic brake valves, the independent brake valve being located in advance of the automa tic brake valve, of an automatic train stop comprising a track device, and mechanism carried by the locomotive and arranged to be operated by the track device, said ISO lift the plunger bar above the plane of the contact member of the track device, means for engaging the lever to support the plunger bar in such elevated position, and means connected with the plunger bar for urging the same downwardly.

29. In an automatic train stop, the combination with a valve, mechanism including a track device having a contact member, a plunger bar arranged to be actuated by the-track device for operating the said valve, and a shoe consisting of a strip of flexible metal extending beneath the plunger bar andarranged to be interposed between the same and the ccntact member of the track device to prevent injury to the former, said flexible strip having inclined front and rear portions, and means located in advance and in rear of the plunger bar and connected with the ends of the flexible strip for supporting the latter.

30. In an automatic train stop, the combination of valve actuated mechanism including a valve, a track device having a contact member, a plunger bar arranged to be actuated by the track device for operating the said valve, a shoe consisting of' a strip of' flexible metal extending beneath the plunger bar and arranged to be interposed between tlie same and the contact member of the track device to preveent injury to the former, and means located in advance and in rear of' the plunger bar for supporting the flexible strip.

3i. ln an automatic train stop, the combination of valve actuated mechanism includinga valve, a track device having a contact member, a plunger bar arranged to be actuated by the track device for operatin the said valve, a strip of flexible materia extending beneath the plunger bar and arranged to be interposed between the same of valve actuating and the said contact member, and means for v supporting th'e flexible strip in advance and in rear of' the plunger bar, one of the supporting means consisting of a verticall movable bracket adapted to raise the fleXlble strip to an inoperative position, and means for securing the bracket in its adjustment.

33. In an automatic train stop, the combination of valve actuated mechanism including a valve, a track device having a contact member, a plunger bar arranged to be actuated by the track device for operatin the said valve, a strip of flexible materia extending beneath the plunger bar and adapted to be interposed between the same and the contact member, and means for supporting the flexible strip including an adjustable bracket having spaced arms, a guide connecting the arms and receiving the flexible strip, and a spring carried by the guide for urging the flexible strip downwardly.

lu testimony that I claim the foregoing as my own I have hereto affixed by signature in the presence of two witnesses.

EZRA H. WULFF. Witnesses:

JOHN H. SIGGERS, Louisa WULFF. 

